Technical Information Note No. 5. Cycle network signing

Technical Information Note No. 5 Cycle network signing Issue date: November 2008 Issue level: 02 Owned by: Technical Director Contact: Christian.Ensslin@sustrans.org.uk

Sustrans is the UK s leading sustainable transport charity. Our vision is a world in which people choose to travel in ways that benefit their health and the environment. We work on practical, innovative solutions to the transport challenges facing us all. Sustrans is the charity behind the award winning National Cycle Network, Safe Routes to Schools, Bike It, TravelSmart, Active Travel, Connect2 and Liveable Neighbourhoods, all projects that are changing our world one mile at a time. To find out more visit or call: www.sustrans.org.uk 0845 113 00 65 Head Office Sustrans 2 Cathedral Square College Green Bristol BS1 5DD Sustrans November 2008 Registered Charity No. 326550 (England and Wales) SC039263 (Scotland) VAT Registration No. 416740656 All photos by Sustrans except where noted otherwise. 2 Signing guidance

Table of contents 1. Signing of cycle networks... 5 1.1. Introduction... 5 1.2. Signing of cycle networks... 5 1.3. Health and Safety... 5 1.4. Legal information... 6 2. Direction Signs... 7 2.1. Direction signs... 7 2.2. Types of direction signs... 7 2.3. Road markings... 9 2.4. National Cycle Network route numbers... 10 2.5. Destinations... 11 2.6. Sign locations... 12 2.7. Tourism signs... 14 2.8. Information boards, mileposts and combined route signs... 15 3. Other cycle signs... 16 3.1. Shared pedestrian and cycle paths... 16 3.2. Pedestrian Zones... 17 3.3. Home zones... 19 3.4. Cycle lanes... 20 3.5. Cycling against motor traffic flow... 23 3.6. Junction diagrams... 25 3.7. Advanced stop lines... 25 3.8. Cycle parking... 26 3.9. Warning sign... 27 3.10. Cycle prohibition... 28 3.11. Signs not to be used... 28 4. Technical details... 31 November 2008 3

4.1. Locating signs... 31 4.2. Dimension from highway and cycle path... 31 4.3. Putting up signs... 32 4.4. Text and sign size... 32 4.4.1. Signs with text... 32 4.4.2. Signs without text... 33 4.5. Sign specification... 34 4.6. Lighting... 34 4.7. Sign posts... 35 4.8. Road markings... 37 5. Additional Information... 38 5.1. Temporary Diversion Signs... 38 5.2. Seasonal routes and other fixed route alternatives... 38 5.3. Cycle events... 39 5.4. Bilingual signs... 39 5.5. Sustrans Ranger signs... 39 6. How to plan and order signs... 41 7. Sign surveys... 42 8. Appendix A - Overview of signs... 44 9. Appendix B Example signing schedule... 46 10. Appendix C - Examples of sign ordering sheets... 47 10.1. Direction signs... 47 10.2. Confirmation signs... 48 10.3. Other signs... 49 11. Appendix C Sample sign surveying sheet... 50 12. Appendix D Sign surveying outcomes... 51 13. References... 53 4 Signing guidance

1. Signing of cycle networks 1.1. Introduction This information has been prepared to provide assistance for people involved with signing cycle and shared use routes and links within a cycle network. In particular, it offers guidance on The recommended standard of signs The signs required and where they should be located The monitoring and maintenance of signs Sign posts and sign board details This information is based on Sustrans extensive experience with developing the National Cycle Network and statutory regulations and guidance. 1.2. Signing of cycle networks One of the key requirements in developing safe and attractive places to cycle is comprehensive direction signing that links paths, tracks, lanes and roads together that make up the network. The attractiveness and utility of any network to potential users will, in part, depend on the quality, coherence, consistency and frequency of the signs. Inadequate, missing or misleading signage is the main concern expressed by users on a network. Visitors and local residents should be able to follow all routes in any direction, without needing a map. Signing advertises the presence of cyclists to other road users and advises them that there is an alternative to using the car. Cohesive and continuous signing of a route or network gives first time users a good impression of the area, and encourages further exploration. Signing should be appropriate to the user and the location. Too many signs or signs that are too large may add little or nothing the cycling experience but clutter views and streetscapes. Cycle path surface painting is a useful alternative to post mounted signing and usually only one or the other is required. 1.3. Health and Safety Good signing of a cycle route can enhance the safety of the cyclist using the route. Signs will warn the user of hidden dangers that are not otherwise perceptible. Obvious dangers need not normally be signed. Signs should help cyclists to safely get from the start of their journey to the desired destination while riding their bicycle, while steering cyclists away from dangerous areas. Signposts too close to a path or signs overhanging a route can form obstacles for cyclists and must be avoided. November 2008 5

1.4. Legal information Signs (called diagrams) for cycle routes on highways are included in the DfT Traffic Signs Regulations & General Directions (TSRGD) 2002 (for England, Wales, Scotland and the Isle of Man), the Traffic Signs Regulations (Northern Ireland) 1997 and the DfT Traffic Signs Manual (for England, Wales, Scotland and Northern Ireland) together subsequently referred to as Highway Sign Regulations. Usually only signs included in statutory guidance are permitted for use on cycle routes on roads however DfT approval can be obtained for using alternative signs for particular locations (the Transport Directorate in Scotland and Transport Wales for Wales will do this in their areas). Some local authorities depart from statutory guidance without obtaining DfT approval on the grounds of safety, using common sense and being specific to local situations. Traffic regulation orders (referred to as TRO ) are sometimes required to implement signs on highways (generally where vehicle restrictions are imposed). These are issued by highway authorities. TROs can be permanent, temporary (usually up to 18 months, e.g. for construction works) or experimental (where the public response to the effects of the order needs to be evaluated). The London Cycling Design Standards (see references) have more information on this procedure. Off-road, i.e. along canals, in parks or crossing private land, in principle any sign may be used with the approval of the land owner. This gives the opportunity to use standard highway signs or variations or other types of signs like mileposts, local maps etc. Anybody who has approval from the land owner may put up signs away from highways. 6 Signing guidance

2. Direction Signs 2.1. Direction signs It is essential that at frequent locations along any cycle route signs advertise key destinations and distances. Ideally, two main destinations should be given, directing the cyclist to locations close by or to major destinations within a reasonable cycling distance. Typically, these will be the next village and town. In larger urban areas signs should point to known landmarks, which may be parks, squares, public spaces or even pubs or cinemas (see section 2.5). Consistency and clarity in the choice of destination is important. The London Cycle Design Standard includes a list of destinations signs normally point too, and setting up such a list is encouraged for other dense areas as well. Cycling distances should be measured accurately along each leg of the network, and to defined points (e.g. Hyde Park is an area over 1½ miles wide by ¾ miles long and not suitable, whereas Speaker s Corner is a defined location). Where distances are measured to town centre, then a defined landmark (e.g. the main town square or the town hall or railway station) must be determined and consistently used. Points where distances are measured to must be reached by a continuously signed cycle route. 2.2. Types of direction signs Highway Sign Regulations give the following key diagrams for cycle routes: Figure 1: Diagram 2601.1 (rectangular with direction arrow used before junctions) Figure 2: Diagram 2602.1 (arrow-shaped board with or without text used at junctions) or Figure 3: Diagram 2602.2 (confirmation sign along routes) All these signs can be adapted to suit various situations by using arrows pointing in all directions, adding pedestrian and horse symbols for shared use routes, and displaying multiple route numbers. If a particular route has a name (e.g. Mendip Cycleway) then this can be added to diagram 2602.1 together with the NCN route number and destinations. Specific trail symbols (EuroVelo routes, Avenue Verte etc) can be added to the signs, however they (technically) require DfT authorisation (many have been done without). November 2008 7

Only the relevant symbols are used for each route, and they appear in the following order (starting at the arrow-end or the left of each sign see examples below): (arrow end of sign) Equestrian Cycle NCN Route number Pedestrian (flat end of sign) Figure 4: Examples of direction signs The sign text can go in line or above the symbols on the sign. Where cycle routes follow highways and to reduce sign clutter, cycle route signs can also be added to other highway signs as in the following examples. This type of sign is used instead of diagrams 2601.1, 2602.1 and 2602.2. Figure 5: Diagram 2105.1 and diagram 2106.1 Figure 6: Examples of direction signing incorporated into motor vehicle signs 1 1 The DfT Traffic Advisory Leaflet 6/05 requires that "Modern signs or symbols, for instance for tourist attractions or cycle routes, must not be added to fingerpost signs, as they detract from their authentic appearance." This motion is also supported by the Campaign for the Protection of Rural England (CPRE). The CPRE however agrees that erecting an additional fingerpost specifically for cycle signs would produce sign clutter and therefore advocates alternative signposts such as those shown in section 4.7. 8 Signing guidance

All these signs can be used for equestrian, cycle and pedestrian (or combined) routes and should include a National Cycle Network (NCN) route number where applicable. 2.3. Road markings This method of signing is often overlooked, yet most cyclists and drivers spend much of their time focused on the surface in front of them. Direction arrows used together with cycle symbols can be usefully employed. On Bodmin Moor, where the Council is not permitted to erect sign poles, a system of signing the National Route using carriageway markings was authorised by the Department for Transport. A similar system is also in use in parts of London (see section 6.4 of the London Cycling Design Standard). Figure 7: Examples of direction signing using road markings Road markings on highways are classified as traffic signs and therefore also fall under the same traffic regulations as traffic signs, when used on highways. This also means that they may only be applied by the responsible Highway Authority or their approved contractors. Coloured surfacing that is often used for cycle lanes (typically green and red) is not a traffic sign and therefore does not fall under the TSRGD. Carriageway markings may also be useful for guiding cyclists through complex junctions and residential streets in urban areas (see section 3). Figure 8: Carriageway marking to guide cyclists through junction area November 2008 9

Surface markings can also reduce both sign clutter and vandalism, and can fit in well with designed urban settings (see picture below). Figure 9: Cycle symbol incorporated into feature surface Care must be taken where road markings are located, so that they are not parked upon, covered by street markets or are otherwise obstructed. Snow covers road markings until paths are cleared. Some types of road marking are not very effective at night, however most cycling is done during daytime. 2.4. National Cycle Network route numbers The National Cycle Network consists of national and regional routes, indicated by route numbers between 1 and 999 and red (national) and blue (regional) backgrounds. Where two routes meet and follow a shared alignment, the common stretch is signed with the number of the more important route, normally the lower national number. The higher number can be signed with the number in brackets. This is similar to the road network approach to numbering. Figure 10: Route sign where route 22 joins route 2 (core route) for a short section. Signs on link routes pointing towards a National Cycle Network route should also carry the route number in brackets. National Cycle routes that are also European cycle network routes (EuroVelo routes, Avenue Verte) should carry the European route symbol or number in front of (and in addition to) the national route number. Figure 11: Example of EuroVelo route symbol and use on direction sign For more on route numbering please see the technical pages of the Sustranet. 10 Signing guidance

2.5. Destinations Destination signs typically include one to three lines of text. This can be either one line displaying a particular route name (e.g. Wem Brook Trail) followed by one or two destinations along the route, or up to three destinations along the route without a route name. Route names are printed in upper case letters for signs located on the named route, and with lower case letters for signs pointing towards a named route. It is important that all destinations indicated on the sign can actually be reached along continuously signed cycle routes, and that the indicated destination text does not change until the destination is reached. Figure 12: Signposting towards local streets from cycle route in park In urban areas prominent locations (e.g. George Elliot Hospital or Cathedral ) or districts (e.g. Digbeth or City Centre ) are indicated. It is useful to indicate street names on links from a route that does not otherwise provide mapped orientation points (e.g. parks or canals see example above). In rural areas, destinations would typically be the next village and the next town (e.g. Great Ness and Shrewsbury ). On long-distance routes used by tourists occasionally the endpoint of the route may be indicated (e.g. Lands End ). Distances to particular points of importance may also be given (e.g. Severn Bridge ). Figure 13: Short and long-distance destinations on rural signpost Distances are given in full miles for any distance greater than 3 miles. Half and quarter fractions are used for distances under 3 miles (eg 1½ or 2¼).The towns of Aylesbury and Darlington have experimented with using a timings instead of mileages on signs in response November 2008 11

to feedback that non-cyclists tend to overestimate how long it takes to cycle a trip. In both cases, timings were approximated for a family cycling the route, and thus are inaccurate for faster commuter cyclists. 2.6. Sign locations It is particularly important that the public know which way to turn at any junction along routes. Along all routes, care must be taken to ensure that satisfactory signing is useful for travelling in any direction along a route, and there should also be signs indicating directions for those cyclists joining a route. The frequency and location of signs should take account of the ability of cyclists to follow the route should any one sign go missing. Care should be taken to locate all signs so that they are clearly visible and legible to approaching cyclists, who can then prepare to make the appropriate manoeuvre. Signs must be free from obstruction by foliage or parked vehicles (unlike in the picture below). Hanging baskets or large parked vehicles (and waiting buses) might also obstruct signs. Figure 14: Overhanging vegetation obscures sign. 12 Signing guidance

In busy urban areas, direction signs are required at every junction where turning is required, indicating the direction the cyclist should take across the junction. Advance warning should be given to allow the cyclist to get into position and indicate to other road users. Confirmation signs are often required after the junction (typically diagram 2602.2) to indicate that the correct turn was taken. For quieter urban areas typically diagram 2602.1 is used at junctions. Where a route changes direction but there is no junction, diagram 2601.1 is usefully employed to confirm this direction to the cyclist. In rural areas, using either diagram 2602.1 or 2601.1 once at a junction is often sufficient, particularly where there is little opportunity to take wrong turns. Confirmation sign diagram 2602.2 is normally only used on stretches of road where there is potential for the cyclist to take a wrong turn or where there has not been a sign for a long distance (say every 5 10 minutes cycling). The visual impact of the sign in the landscape should also be carefully considered. Figure 15: Confirmation sign in rural lane Where routes follow main roads with only minor road junctions the use of November 2008 13

diagrams 2602.1, 2601.1 or 2602.2 immediately after the junction is often sufficient, as long as cyclists can see this sign before they reach the junction area. This has the additional advantage that the sign can be sign by cyclists approaching the junction from any direction (see figure below). A sign before the junction is not necessarily required unless turning is required. Figure 16: This direction sign is sufficient to guide cyclists across the junction. The sign also establishes that cyclists are permitted users for the path. Too many signs contribute to clutter, too few and cyclists get lost. Sign clutter is not only a particular problem of urban areas, but signs can also obstruct scenic views in the countryside. The opportunity should be taken to rationalise existing signing in the process of putting up cycle network signs. Wherever practicable, new cycle directions should be incorporated into existing street signs or fixed to existing utility poles. Figure 17: Shared use of signpost, and example of sign clutter that should be tidied up. 2.7. Tourism signs Cycle signs have a blue background while tourism signs for motorists have a brown background 2. Wherever possible, the two may be combined (see figure 18). 2 This is not technically true as the TSRGD provide for sign diagram 2608 (brown background) which is a direction sign similar to diagram 2602.1. It is a pedestrian / cycle direction sign to a tourist attraction. Sustrans however promotes that all cycle direction signs have a blue background to distinguish them from other signs. 14 Signing guidance

Figure 18: Cycle direction signs on blue background can be incorporated onto brown tourist signs for motorists. 2.8. Information boards, mileposts and combined route signs As well as formal direction signs, there will be other opportunities for marking the route such as mileposts and information boards. Some local authorities and county councils have used gateway signs on cycle routes, e.g. National Cycle Network: Welcome to Suffolk. Sign diagram 2602.1 is used to direct cyclists to shops, pubs, toilets or information centres. Figure 19: Diagram 2602.1 with tourist information for cyclists Map-based information boards may be placed at key access points to traffic-free networks, to help people appreciate what opportunities they have and to familiarise themselves with the locality. These boards should be positioned to face the direction of travel. Weatherproof leaflet holders may also be provided. Where cyclists share a waymarked trail with other users (equestrians, walkers etc), signs can be combined to eliminate duplication and sign clutter. Figure 20: Map-based information. Sign shared with National Byway. November 2008 15

3. Other cycle signs 3.1. Shared pedestrian and cycle paths There are many instances where cyclists and pedestrians share routes where motorised vehicles are not permitted. In most cases it is sufficient to indicate traffic free cycle routes simply by using cycle specific blue direction signs (as shown in section 2). Only where cycle routes follow what might be otherwise mistaken as a highway or footway it might be necessary to put up a sign indicating shared or sole use by pedestrians and / or cyclists as appropriate 3. Diagram 955 is used at the start of a route for use by cyclists only, excluding pedestrians. Where a route is for shared use 4 by pedestrians and cyclists, diagram 956 is used. Figure 21: Diagram 955 and diagram 956. To give more protection to pedestrians and to indicate that cyclists should give priority to pedestrians, alternative signs similar to diagram 956 can be used. These signs would not be permitted on a highway, but are perfectly suitable on traffic-free routes such as through parks. Simple information boards may also suffice. Figure 22: Examples of shared use signs promoting cyclists to be courteous. 3 Where sign diagram 955 / 956 or 957 is omitted then the permitted use can not be enforced legally. Therefore where nuisance use by motorcyclists etc might be expected then use of these signs is recommended. 4 Highway Engineers (in LTN 02/04) define shared use as a route over which there is no segregation between cyclists and pedestrians. In contrast adjacent use is where a cycle track is provided in close proximity to a footway or footpath but is segregated from it in some way. At times Sustrans tends to use these terms more loosely. 16 Signing guidance

Sustrans publishes a Sustrans Good Cycling Code which can be used to derive suitable text for such signs. Diagram 957 is similar to diagram 956 but allocates each group one particular side of the path width. The separation is done by using a continuous white line (diagram 1049) or a raised continuous white line which is supposed to be detectable by visually impaired people (diagram 1049.1). In practice sign diagram 957 is often not adhered to, as cyclists and pedestrians tend to cycle or walk side by side wherever possible, whereas this sign indicates a sense of priority for cyclists on their part of the route that could put pedestrians in danger. Where there is not enough space for all the pedestrians and cyclists using a route, more space or additional routes should be created. Figure 23: Diagram 957 and example where pedestrians and cyclists stray onto other side of path Where a route is shared between cyclists and buses, diagram 953 is used. Figure 24: Diagram 953 3.2. Pedestrian Zones Pedestrian zones in urban areas can often provide vital and safe short-cuts to cyclists where otherwise heavily trafficked roads bypassing centres would need to be used. November 2008 17

Use of diagram 956 (see section 3.1) is preferred at shared pedestrian and cycle facilities, as it prominently encourages cyclists to use the route. An alternative is shown on the picture below (from Cambridge) showing a pedestrian zone sign allowing cycle use but highlighting pedestrian priority and vulnerability. Figure 25: Example of cycle-friendly pedestrian zone signs There are two official pedestrian zone signs, both of which are very large and can be unsightly. Only one of the two sign options (indirectly) permits cycling (diagram 618.2). This variant incorporates sign diagram 619 ( no motor vehicles ) and therefore permits cycle use. To encourage cyclists, direction signs (see section 2) or cycle road markings (see section 3.3) can be used in combination with the pedestrian zone sign. Figure 26: Variant of diagram 618.2 (incorporating diagram 619) permitting cyclists The other alternative of the pedestrian zone sign diagram 618.2 incorporating diagram 617 ( no vehicles except mechanically propelled vehicles pushed by pedestrians ) is not normally recommended to be used, other than where pedestrian zones are so crowded at all times that cycling would be impossible and there is a suitable alternative route. 18 Signing guidance

Figure 27: Variant of diagram 618.2 (incorporating diagram 617) not permitting cyclists Simple road markings (potentially combined with use of bollards) can indicate shared use and motor vehicle free zones without the need any mounted signs 5. Figure 28: Use of bollards and road markings to create cycle route. Signs are not required. 3.3. Home zones Successful home zones create streets where pedestrians, cyclists and vehicles share the space on equal terms - streets which people can socialise and play in or move through without fear of speeding traffic, having as a key element a street design that makes it natural for drivers to proceed slowly and carefully. There are many design issues for home zones beyond the remit of this guidance. Scheme specific names (e.g. Long Street in the example below) can be incorporated into the signs. Figure 29: Home zones start and end with diagrams 881 and 882 (left). In Northern Ireland, an alternative sign may be used (diagram 544.1 (right). 5 Mounted signs are required to allow for enforcement - see also footnote 3 on page 16. November 2008 19

3.4. Cycle lanes Different types of road markings are used to indicate cycle lanes on highways. The main difference between these markings is whether they are used for mandatory or advisory cycle lanes. Mandatory cycle lanes are lanes reserved solely for the use of pedal cycles, and are indicated by a continuous white line (diagram 1049). To advertise the sole use by cyclists, a road marking showing a bicycle (diagram 1057) is displayed at regular intervals along the route. A variant of this type of lane is the shared use bus / cycle lane (sometimes also allowing taxis). Again the shared use is usually indicated by displaying relevant bus and cycle symbols as road markings (diagram 1048.4). Mandatory cycle lanes (of adequate width) give better protection to cyclists on highways than advisory lanes, as cyclists are separated from other forms of transport. Figure 30: Diagrams 1049 (top left), 1057 (bottom left) and 1048.4 (right) Advisory cycle lanes are lanes where other vehicles may straddle the cycle lane. They are indicated by a dashed line road marking (diagram 1004). In practice, advisory cycle lanes are regularly occupied by motor vehicles, and often parked upon. This type of cycle lane should only be used where cycle lanes cross junction areas (and thus other vehicles may need to cross the cycle lane). Advisory cycle lanes do not require a Traffic Regulation Order to be set up. 20 Signing guidance

Figure 31: Parked vehicle on advisory lane, requiring cyclist to swerve around and potentially into traffic Figure 32: Diagram 1004 and use across junction with side road For both types of cycle lane the road surface can be coloured green or red to give the cycle lane more prominence, particularly in junction areas. This colouring is not a road sign and therefore does not follow the TSRGD. In addition to the road marking signs can be used to indicate the lane arrangement. Diagram 959.1 thus may be used at intervals along cycle lanes to indicate the presence of the cycle lane, however it rarely adds any value 6. There is a sign variant used for shared bus / cycle / taxi lanes (diagram 959). Figure 33: Diagram 959.1 6. This view contradicts statutory guidance from the TSRGD. The prescribed typical layout for cycle lanes is shown on page 23. November 2008 21

Where a mandatory cycle lane on the highway starts up diagram 958.1 (or diagram 958 when the cycle is shared with buses or taxis) is used as an advance warning to motorists. However, in the spirit of reducing sign clutter and in promoting continuous rather than sporadic cycle provision, the use of this sign is limited. Figure 34: Diagrams 958.1 (left) and 958 (right) Figure 35: Statutory layout of mandatory and advisory cycle lanes according to TSRGD. From Nottingham Cycling Design Guide 2006. 22 Signing guidance

3.5. Cycling against motor traffic flow There are a number of cycle facilities on highways where cyclists are given two-way use of a oneway street applicable to all other road users. In some circumstances, cyclists and buses might share a contraflow facility. Contraflow facilities are a good way to enable shortcuts for cyclists in urban areas. Contraflow exist in various different designs: some have marked (advisory or mandatory) cycle lanes, in others cyclists use a lane that in the past had been used by motorists, and in some other designs there is no actual contraflow lane at all the cyclist simply uses available road space. At the start of a contraflow cycle facility sign diagram 955 (see section 3.1) must be used to indicate that this route may only be used by cyclists. Where the lane is shared with buses, sign diagram 953 is used. Alternative arrangements of signs have also been used, see pictures below. The road marking diagram 1057 (cycle symbol) and coloured road surfaces (red or green) are useful to highlight the contraflow lane and make it safer. Figure 36: Contraflow cycle lane signs. The signs in the picture on the right to not comply with the TSRGD, but are easily understood and reduce clutter (from Cycling England). If at junctions at the start of the contraflow cycle lane turning restrictions need to be revoked for cycles (to allow turning into the contraflow lane) this can be done using a white plate with the text except cycles or except buses and cycles (diagrams 954.4 or 954.3) as shown on the examples below. Following highway sign regulations the white plate except cycles (diagram 954.4) can only be used with a limited number of signs, namely diagrams 606 and 609 (both indicating that traffic must proceed in direction of arrow), 612 (no right turn), 613 (no left turn) and 816 (no through route see below), however examples of its use with other sign diagrams exist (see pictures above). Figure 37: Diagrams 612 with 954.3 (left), 606 with 954.4 (centre) and 816 with 954.4 (right) To warn vehicles opposing the direction of the contraflow lane (i.e. those vehicles travelling in the normal direction of travel along a stretch of highway), diagram 960.1 (or in its variant diagram 960 November 2008 23

also showing a bus) is used at intervals to indicate a contraflow cycle lane. Diagram 960.2 is used where a contraflow facility without a lane marking exist. These signs should be shown at intermediate junctions and where the section of road with the contraflow lane starts. The number of lane arrows can be adapted. Figure 38: Diagram 960.1 and use of diagram 960.2 (photo of CTC). Where contraflow cycle lanes are used it might be necessary to warn pedestrians and motorists expecting vehicles to arrive only from one direction of the danger of cyclists arriving from the other direction. Figure 39: Typical layout of contraflow lane. From Nottinghamshire Cycling Design Guide 2006 24 Signing guidance

For pedestrians this will very rarely be the case, as lane layout and other road markings outlined above should already provide enough information to pedestrians, making the contraflow lane obvious. Where, however, this warning may be needed, diagram 963.1 (or diagram 963.2 where buses share the use of the contraflow lane) can be used. The text on this sign can read right, left or both ways. Figure 40: Diagram 963.1 Diagram 950 (see section 3.10) is best used on minor roads just before the junction with the contraflow cycle lane. 3.6. Junction diagrams To highlight cycle lanes or cycle routes across junction areas it is possible to extend cycle routes into the junction area using elephant s footprints. This is not a prescribed highway sign according to the DfT Traffic Signs Regulations & General Directions 2002, but has been used effectively together with coloured highlighting (green or red) of cycle lanes in junction areas. Figure 41: Elephant footprint 3.7. Advanced stop lines Advanced stop lines (diag 1001.2) should be used with cycle lanes, as they allow the cyclist to safely negotiate junctions ahead of following traffic. Cycle lanes should be continuous along a section of road until the advanced stop line is safely reached, and should continue on the opposite side of the junction. Cycle journey speeds are accelerated when advanced stop lines are used. November 2008 25

Safety at junctions is improved when using advanced stop lines, as cyclists are clear of traffic, however in good view of motorists. Advanced stop lines without a feeder lane are not effective, as cyclists struggle getting past other traffic to reach it safely. Feeder lane design needs to be considered carefully, especially where cyclists are required to turn right and therefore need to move away from the left side of the carriageway. Figure 42: Diagram 1001.2 and example 3.8. Give way The standard give way marking on cycle routes should be a double broken line (diagram 1003) on the riding surface. Only in few situations will the triangle marking (diagram 1023) be necessary, or even the vertical red / white give way sign (diagram 602). Where stopping is not required, the word slow (diagram 1024) can be used. Figure 43: Diagram 1003 (give way line) and diagram 1023 (give way marking) 26 Signing guidance

Figure 44: Diagram 1024 (slow) and sign 602 (give way) 3.9. Cycle parking Cycle parking facilities are, by their layout and necessary equipment, self-evident. Good cycle parking facilities have good surveillance and are thus easily found. Only in very rare circumstances (e.g. where motorcyclists take up cycle spaces) will it be necessary to erect a sign indicating the parking space using sign diagrams 968 or 968.1. The difference between the two signs is that for diagram 968 the blue parking symbol and the white bicycle symbol are arranged horizontally, whereas for 968.1 they are arranged vertically. Figure 45: Diagram 968.1 The TSRGD also provide direction signs towards cycle parking facilities (diagrams 2603 and 2604), which are basically variants of diagrams 2601.1 and 2602.1 (see section 2.2). These signs would only very rarely be required. 3.10. Warning sign In cases where other vehicles need to be warned of cycle routes, the general warning sign diagram 950 ( cycle route ahead ) can be used once. A white plate adding distance (diag 572) or distance and direction (diagram 573) can be added where required. It is important to ensure that this sign is clearly visible. Other safety measures (e.g. reducing traffic speed, highlighting a cycle crossing through road markings or street furniture etc) should be considered first before putting up this sign. In the picture below, diagram 950 is hidden behind other signs, and has no effect. November 2008 27

Figure 46: Diagram 950 (left). Useless (as hidden) diagram 950 (behind brown sign for Mallory Park) on right A white plate reading child cycle test, child cycle training, cycles crossing or cycle event (all diagram 950.1) also can be added to sign diagram 950 where appropriate. 3.11. Cycle prohibition Cyclists prohibited (diagram 951) should only be used where there is an imminent danger to cyclists ahead, e.g. on a road leading only towards a motorway or into a long unlit road tunnel. Alternative routes for cyclists must be signposted in these instances. Sustrans provides guidance on dealing with security and nuisance issues on paths (information note FF21) this sign is not the solution to such problems. Figure 47: Diagram 951 3.12. Signs not to be used Sign diagram 967 route recommended for pedal cycles is not descriptive and generally only adds to sign cluttering on highways. Use of cycle route direction signs (see section 2) are more useful to cyclists and carry more information than diagram 967, and should be preferred. Lane markings (e.g. diagram 1057 see section 3.3) are equally visible and do not clutter the landscape 7. 7 The TSRGD require diagram 967 at regular intervals along mandatory cycle lanes, and therefore it might be difficult to avoid this sign if compliance with the TSRGD is sought. 28 Signing guidance

Figure 48: Diagram 967 The signs cyclist dismount (diag 966) and end of cycle route (diag 965) and the cycle lane marking End (diagram 1058) should not normally be used 8. Cyclist dismount usually represents a failure on behalf of the designer, as seen in figure 47 below. Figure 49: Diagrams 966 (cyclist dismount) and 965 (end of route) Figure 50: A failed design with diagram 966 Highway designs should be obvious to all users, so that end signs are markings are not necessary. Where unavoidable alternatives that could be used are cyclists give way to pedestrians, cyclists proceed with caution or cyclists rejoin carriageway. These signs would normally require authorisation from DfT / the Scottish Transport Directorate / Transport Wales, however similar diagrams are in use without authorisation in many parts of the country. 8 According to the Traffic Signs Manual Chapter 3 the cyclist dismount sign should (not must) only be provided where the is a pedestrian crossing facility that cyclists are not legally entitled to cycle over, where the re is low headroom, at the entrance to pedestrian areas or where visibility is very restricted. November 2008 29

Figure 51: Alternative sign used in Leicestershire Sign Diagram 961 is, according to highway standards, a possible addition to diagrams 958, 958.1, 959 or 959.1 (shown in section 3.1) and is used to impose time restrictions to the bus or shared bus / cycle lanes. When creating cycle routes or networks, this signs should not normally be used, as it limits the availability of a safe cycle lane outside the hours indicated on the sign. Figure 52: Diagram 961. This sign is fixed to the bottom of diagram 960.1 Cycle routes through junction areas should be clear and evident to approaching cyclists, and there should be no need to put up signs to further inform cyclists of particular lane layouts. According to highway sign regulations diagram 2601.2 can be used to indicate how cycle routes cross slip roads, and similar signs can be used to describe routes through junction areas. For this type of sign to work however care must be taken to ensure that the information on the sign is easy and quick to understand, and clear to all users, which would provide that the junction area is clear to understand in the first place and the sign not required. Figure 53: Diagrams 2601.2 (left) which is particular to slip roads and 962.1 (right) Sign diagram 962.1 is meant to be used in minor roads to highlight a cycle lane adjacent to a major road ahead. Where such a warning is required (i.e. where the cycle lane is not suitably advertised by highlighting of the road surface, street furniture, road layout etc) it should be prominent and improve the safety of cyclists and use of sign diagram 950 (red warning triangle) instead is recommended. 30 Signing guidance

4. Technical details 4.1. Locating signs Care should be taken to locate all signs so that they are clearly visible and legible to approaching cyclists, who can then prepare to make the appropriate manoeuvre. Signs must be free from obstruction by foliage, stopping buses or parked vehicles note that this may change with seasons. A balance must be struck between the need for continuous signing and the visual clutter that signing can cause. Within sensitive areas, such as rural settings or forests, care should be taken to ensure that direction signing meets the needs of visitors whilst being sympathetic to the nature of the area. Rural areas may be protected (National Parks, AONBs etc) and special care should be taken to use appropriate signs. Parkland and open spaces might also call for special treatment. Efforts might already have been made to cut road signs to a minimum. Cycle signs should be tailored to the character of the area. Using modern designer signs should be carefully considered what is in fashion now might not be seen as fitting in several years. New highway signs should be set into existing highway signboarding, or fixed to existing columns or walls. New signposts should only be introduced as a last resort. Positioning a sign against a backdrop is an important environmental factor, as it hides the back of the sign, diminishes the visibility of the post and avoids breaking the skyline. Suitable backdrops might include a wall, building, fence, hedge, embankment or tree. Fixing two signs back to back can be a neat solution, so long as the signs are the same size. Locations of signs should be agreed with the Highway Authority and/or landowner. The colour and material for the sign support should be appropriate for the location it does not always need to be a high steel post, it may also be fixed directly to a wall or at another suitable location. Care may be needed to avoid erecting bicycle route signs in locations where they might encourage car drivers to follow the Network as a scenic route to their destination. 4.2. Dimension from highway and cycle path Carriageway and cycle path signs should normally be set back to give a clearance of at least 500mm from the edge of the carriageway or cycle path. Where signs are located closer to or on a cycle route, they reduce the effective path width available for cyclists. The best level to fix a sign in the verge for visibility by cyclists is between 900 and 1500 mm off the ground, although care must be taken not to obstruct the visibility of children on footways adjacent to highways with low level signs. Mounting a sign at this level however reduces its visual intrusion. However, where signs might overhand cycle or walking routes, the mounting height should allow a minimum of 2.1m clearance for pedestrians and 2.3m for a cycle track. The minimum clearance for equestrians is 3.4m. Mounting heights should also have regard to possible vandalism and theft higher posts are recommended where such problems are expected. Sign post extensions are available from sign manufacturers. November 2008 31

4.3. Putting up signs Only the Highway Authority has powers to erect signs and road markings on the public highway, which it can do directly or through an approved contractor. Any organisation with suitable capabilities may apply to become an approved contractor for erecting signs. On cycle routes away from highways, signs may be erected by any party with the permission of the landowner. 4.4. Text and sign size The size of signs is usually dependent on the text that is shown, and therefore dependant on the text size that is used. The normal way to determine the size of text is using the height of the letter x (called the x height ). Standard signs usually have a standard size or size options. 4.4.1. Signs with text There is no absolute right size. Cycle route signs have a smaller x height than, for example, motorway signs which have to be readable at high speed and distance. For bicycle and pedestrian signs in public highways in urban areas, the x height is usually 35mm. For signs incorporated onto other highway signs that are mounted at height or on busy roads, the x height can be increased to 40mm so that people can see it more easily. On traffic free cycle routes, in sensitive areas of natural beauty, on rural highways or where there are no other signs around, the x height should be 25mm. On rare occasions smaller text sizes have been used but this should only be done for information that is in addition to the main destination displayed on a sign (e.g. where there are two route options to the same destinations, and additional information is given to describe the different options or see example below). Figure 54: 25mm x-height in rural setting (left). Smaller text to minimise sign size (right) Once the x height has been determined sign manufacturers can produce standardised sign boards using prescribed margins and line spacing. This information is available from sign manufacturers on request or is given in The National Cycle Network: Guidelines and Practical Details (see references). It should be noted that symbols on signs can appear next to or under the text displayed on a sign (see examples below). The choice is up to the person designing the sign. For fingerpost style signs fixed at one end only it is usually best to have a shorter sign, while for centrally mounted (or face mounted) signs longer signs do not present such a problem. 32 Signing guidance

Figure 55: Signs with symbols under and beside text Figure 56: Comparison of different x-heights for same sign text 4.4.2. Signs without text Signs without text (i.e. most signs referred to in section 3 of this guide) have prescribed standard sizes. These vary for round signs from 100mm diameter to 1500mm diameter, and for triangular signs from 600mm height to 1500mm height. The typical height or diameter on highways is 600mm, which is typically what is required for motorists to see. Where signs are intended for use by cyclists only, smaller signs are appropriate, typically between 100mm and 300mm in diameter or height. November 2008 33

Figure 57: Sign mounted on bollard 4.5. Sign specification Standard sign boards have the following specification: Material: Finish: 3mm thick aluminium, double back channels for fitting (or single channel for very small signs) Class 1 (high intensity) background, reflective, with grey reverse and radius corners. Or: S.E.G film provides a compliant but more durable alternative to Class 1 materials. Class 1 is more reflective, but tends to degrade more easily due to the way they are made. Fitting: Signs can be fitted either using banding, buckle and clamp or using antirotational clips. To prevent signs being twisted around (by wind or vandals), it is recommended that screws are tapped through the fitting band into the pole; one per sign. Fitting Option 1 can be done with self-drilling-tapping screws after sign is attached to pole (not on lamp-posts!). Fitting Option 2 requires band to be drilled before being attached to pole. Alternatively square poles can be used. A strip of neoprene can be used between the band and the post to increase grip. Where signs are likely to be prone to vandalism or graffiti, a higher specification sign board made of polycarbon can be used. Sign manufacturers may also have other particularly vandal resistant sign boards available. Polycarbon signs cannot easily be scratched, defaced and can more easily be cleaned. Where graffiti is the only problem, self-adhesive clear protective overlay film may be stuck to the face of the sign and replaced when necessary. This may increase sign cost by 10% 4.6. Lighting Lighting of cycle route signs is not generally required. The TSRGD however specifies lighting for certain types of signs on the highway. 34 Signing guidance

4.7. Sign posts Standard highway signposts have the following specification: Poles Installation 3.3-3.75 metre length, 76mm diameter (or 80mm square), galvanised steel poles, complete with plastic caps (unless manufactured with welded steel cap) This length of pole is used to deter vandalism by making the signs difficult to reach. However, shorter poles can be used where necessary for example, in rural areas where high poles would be unnecessary or visually obtrusive. Use square post only if the sign direction(s) can be indicated accurately. Sign post extensions can be manufactured if necessary. Poles set in 0.5m³ C20 concrete, set 0.7m deep in ground. A baseplate should be fitted to prevent poles being lifted out. A horizontal bar diagonally through the pole cast into the concrete prevents the pole being rotated. Approximately one third of the pole should be buried in the concrete. Alternative designs for sign posts using wooden posts, railway sleepers, fence posts, rock etc can be derived from the following photos. These are generally appropriate for off-highway application only, and may be specified to respond to ecologically or aesthetically sensitive areas. Use of such signs should be encouraged, particularly for nature areas of special protection. November 2008 35

Figure 58: Alternative sign mounting options Signs should be designed and erected in a way that will not require constant maintenance short signs have less leverage for vandals, and diagonal anchor pins through the post foundation prevent turning of the post. When deciding a signpost location, the safety of the access route for construction and maintenance staff shall also be taken into account. 36 Signing guidance

4.8. Road markings The following is extracted from the DfT Traffic Signs Manual, Chapter 5, sections 23.2 23.8. Road markings are applied using thermoplastic, cold plastic, preformed material or paint. They may be laid as permanent markings or as temporary markings. Thermoplastic material is applied hot and sets on laying. It may be applied by a hand or mechanical applicator. It has good durability and is suitable for use on all roads. Mechanical application is most suitable for busy roads, as it can be done fast. Cold plastics are supplied in single or multicomponent forms. The product is laid on the carriageway and a cohesive film is formed by chemical action. Preformed thermoplastic road markings are applied by heating the material until it bonds to the road surface by melting or fusion. They provide a simple way to apply arrows, lettering etc. and to reinstate short lengths of line without the need for substantial application and support equipment. Preformed cold plastic material is applied to the road surface using an adhesive. Preformed tape is produced in sheet or roll form and is either bonded to the road surface or inlaid. Pressure is applied, but not heat. Preformed markings have good durability, are of uniform thickness and do not spread in hot weather or under the weight of heavy traffic. They can be difficult to apply to some surface dressings and block paviors. They are also manufactured in an easily removable form for use at road works. Paint is best restricted to roads where the markings are not subject to heavy traffic wear. It is particularly suitable for edge lining as, being thinner than thermoplastic material, it will not interfere with drainage. The ease and safety in handling paint compared to thermoplastic material, its suitability for laying with motorised equipment and the material's low initial cost, makes paint an attractive economic proposition for such applications. Where road markings are used, reflectorisation should be used for cycle routes lane markings on highways to give extra protection at night. For routes away from highways reflectorisation is not normally required. Texture can be applied to lane markings, however where cyclists need to cross lanes texture is uncomfortable to the rider and should be avoided. Highway drainage may require lane markings to have texture to allow the flow of water of the carriageway. November 2008 37

5. Additional Information 5.1. Temporary Diversion Signs Temporary diversions of cycle routes may be required while road works are being carried out. For each worksite contractors are required to submit a signing schedule to the overseeing highways authority, according to Chapter 8 of the DfT Traffic Signs Manual (2006). Where cycle routes are affected by street works, these should be diverted on a safe route around the construction works. Principles for diversion route quality should be the same as those for normal other cycle routes (see The National Cycle Network: Guidelines and Practical Details). Figure 59: Cycle route diversion on yellow background Signposting along diversion routes should follow the principles for signposting highway diversion, i.e. using yellow background directional signs in the same style as normal (blue background) directional signs would be. X heights should be the same as normal cycle route signs. At the start of the diversion, the alternative route should be clearly displayed using a sign similar in style to diagram 2601.2 (see section 3.6). At the end of the diversion a Diversion ends signs should be displayed. There is a variant to the cyclist dismount sign that appears in highway signing legislation intended for use temporarily during highway works (diag 7018.1). This sign should be avoided and contractors should be encouraged to provide temporary cycle facilities adjacent to their work site. Figure 60: Diagram 7018.1 5.2. Seasonal routes and other fixed route alternatives Occasionally cycle routes have seasonal or other fixed route alternatives (e.g. a route using a ferry or going round a bay, or alternative illuminated routes). On the National Cycle Network these routes have different route numbers, and are therefore easy to identify. In addition, these routes can be 38 Signing guidance

signposted using the normal range of signs, but using additional commentary shown with the x height of 20mm. One example is shown below. Figure 61: Diagram 2062.1 5.3. Cycle events Cycle events vary in their requirements for signing depending on the type and size of event taking place. It is recommended for event organisers to make individual arrangements with local highway authorities. The cycle warning sign diagram 950 is the only prescribed warning sign from highway signing legislation. It can be used together with a white plate reading child cycle test, child cycle training, cycles crossing or cycle event (all diagram 950.1) where appropriate. Figure 62: Diagram 950 with additional plate 950.1 5.4. Bilingual signs In areas where bilingual signs are used, cycle signs are should also be adapted to display bilingual messages. Bilingual signing strategies as applied on the highways should be adapted to cycle signs. In the case of directional signs towards towns with a different name in either language it might be necessary to reduce the number of destinations indicated so as not to increase the sign size extraordinarily. The distance to this destination point is only shown once, in a line halfway between the lines of the two town names. 5.5. Sustrans Ranger signs On routes where permanent signs have not yet been installed Sustrans Volunteer Rangers looking after sections of the National Cycle Network might use a range of temporary signs. Some local authorities also choose these signs for their low environmental impact or where routes are not yet fully open. These signs are either stickers attached to lampposts or small plastic boards attached to suitable signposts. The signing guidelines for application of these signs are the same as for permanent signs. More information can be found in the Sustrans Ranger Handbook (see references). Rangers also have yellow temporary signs available for diversions where paths are under construction. November 2008 39

Figure 63: Sustrans' ranger signs 40 Signing guidance

6. How to plan and order signs 1. Cycle the route in both directions, including all links leading towards the route and links leading away from it. Roads crossing the cycle route or leading towards it probably also require signs or road markings. Cycling along a route will ensure that signs and markings are appropriate to the user, and in useful locations. Driving the route could give you the wrong sense of what is required 2. Identify all critical locations where signs are required o Dangerous areas o Priority arrangements o Junctions / forks o Permitted user groups, restrictions, prohibitions, instructions o Confirmation sign locations 3. Decide on required signs 4. Draw up list of destinations that appear on signs - identify unique locations that people can identify on maps. 5. Measure distances between destination points along cycle route so that distances on the signs are accurate for the cyclist 6. Consider additional information area maps, information boards, plaques, finials, shared use codes and suitable locations. 7. Consider the location and its surroundings o Consider the type of sign appropriate to surrounding o Consider size of sign (or x height of text) that is appropriate o Sign post / lamp post availability or any other suitable mounting structure (see section 4.7) 8. Develop signing schedule, then extract information into ordering spreadsheet. Ensure that signing is covered in both directions along the route. Specify sign types, sizes, location, mounting height and fixing method. Ensure that destination signing is consistent, and that destinations can be reached by using the cycle route. o A list of available signs with their sign code is enclosed in appendix A. o An example signing schedule is enclosed in appendix B. o Blank sample spreadsheets for developing a sign order for different types of signs is included in appendix C. November 2008 41

9. Place order with supplier or contractor. Suppliers and contractors need clear information on sign locations, specifications and identification presented in a well illustrated schedule. This should assist the contractor with installing the signs correctly, allow cross checking and also approval by external bodies as required. 7. Sign surveys After a route has initially been signed and at intervals later on, it is vital to check that the signs have been erected as specified and that necessary corrections are made. It is strongly recommend that the adequacy of the signing be reviewed in both directions. It is recommended that cyclists unfamiliar with a route are taken along to signing checks to identify gaps in the signing. This independent assessment by a cyclist may pick up aspects of the signing that should be improved. The sign survey should then be used to amend signs, replace signs, order new signs and update records of signs. Cycle routes may change, and surveys will identify whether signing is still up to date. Before surveying, it is important to check local records, gather up local knowledge of routes local cyclists use (which might be different from those currently signed) and gather up sign defect records (usually held by local councils / highway authorities and sometimes local cycling groups). To avoid duplicate site visits especially to remote areas, it can also be useful to simply take small tools and a sample of temporary signs (stickers) along to the survey to fix small problems while the survey is carried out. Surveys are only successful if useful and good quality information is collected. Photographic records need to be of good quality and linked to locations and field notes, sign locations and orientations need to be recorded accurately, and the surveyor needs to identify locations on maps accurately. Preparing survey sheets to prompt recording the right information may be useful. Sustrans has in the past used digital recording methods for surveys of routes, using GPS based recording equipment that can easily carried on a bicycle. This information can then be linked with digitally held geographic information, field notes, photographs and map locations to form one surveying database. If dictaphones are used to record information, this might need to be transcribed into written records. Information collected during the survey should consider the following points o The cyclists perspective as they approach the sign / location o Where the sign is seen from impacts of x-height/ orientation / mounting o Is the route on-road or traffic-free o Will the cyclist be stationary or moving? o Sign post details is a new post needed or is it sufficient o Is an additional confirmation sign needed? o Vandalism prone areas, and solutions required o Sign clutter are the signs appropriate o Vegetation encroachment seasonal changes 42 Signing guidance

o Is road marking more appropriate than a sign? It is useful to record more information on site rather than less, as this best prevents that the site needs to be revisited. Photos should be taken from various angles to allow viewing the whole site from the office. Take photos at different zoom levels, and use bikes or people for scale. Surveys need adequate time to write up and analyse. Depending on complexity and experience, a day on site will probably require several days in the office to sort out data and develop conclusions from the survey. Surveys that are not followed up by an implementation stage of the outcomes may be useless. Appendix D contains typical sign surveying outcomes. November 2008 43

8. Appendix A - Overview of signs Direction Signs Direction sign Pointing direction Route As As 2602.1 with arrow sign confirmation 2601.1 2601.1 2602.1 2602.2 2105.1 2106.1 Cycle paths and shared use Cycles route only Cycles and pedestrian route only Cycles and pedestrian route only Cycle and bus route only Pedestrian zone (cycling not permitted) Pedestrian zone (cycling permitted) 955 956 957 953 618.2 618.2 Homezones Homezone starts Homezone ends 881 882 544.1 Northern Ireland only - Homezone Parking, warning and temporary signs Cycle Warning of Warning with No cycling Temporary sign parking cyclists particular note 966.1 950 950 with 950.1 951 7018.1 44 Signing guidance

Signs not to be used Cycle route Road markings Cyclists dismount End of route Time restrictions for routes Cycle route across junction 967 966 965 961 2601.2 962.1 Warning of cycle lane for motorists Cycle and bus route only Mandatory cycle lane Advisory cycle lane Cycle route Advanced stop line Elephant footprint 1048.4 1049 1004 1057 1001.2 No number Cycle Lanes Cycle lane Start of cycle lane Contraflow cycle lane Warning of cyclists for pedestrians Cycle route across junction 959.1 958.1 960.1 963.1 2601.2 962.1 Entry only permitted to cyclists (and buses) Warning of cycle lane for motorists No right turn except cycles Left turn only expect cycles 612 with 954.3 606 with 954.4 No through road except cycles 616 with 954.4 All vehicles prohibited except cycles pushed by pedestrians 617 619 No motor vehicles November 2008 45

9. Appendix B Example signing schedule 46 Signing guidance

10. Appendix C - Examples of sign ordering sheets To order signs, use the sign material specification (section 4.5 of signing guidance) and the tables below. 10.1. Direction signs The table below can be used for diagrams 2601.1 and 2602.1. Both diagrams can be used with or without text, and with a combination of user symbols and route numbers. Diagram 2602.1 can only point right or left, whereas diagram 2601.1 can point in all directions. Typically three lines or text are used. Reference Diagram number How Many Route name or destinations Distance X height Arrow direction (Right / Top right / top / top left / left or refer to hour on clock) Horse symbol Main route number National / Regional Other route number (in brackets) National / Regional Cycle symbol Pedestrian symbol Example above 2602.2 1 MENDIP CYCLEWAY 25mm Left -- 3 National -- -- Glastonbury 2 -- -- Wells 11 -- -- Yes --

10.2. Confirmation signs Confirmation signs diagram 2602.1 can be ordered with a combination of user symbols and route numbers. Arrows are not shown. Diagram 2602.1 Reference How Many X - height Horse symbol Main route number National / Regional Other route number (in brackets) National / Regional Cycle symbol Pedestrian symbol Example above 1 25 -- 14 National -- -- -- -- -- -- Yes -- 48 Signing guidance

10.3. Other signs Other cycling signs usually have a limited range of options and the table below is suggested to be used Example diagram 950 with 950.1 Reference Diagram number How Many Dimension Comment Example above 950 1 300mm height -- Example above 950.1 1 X height 30mm Text: Child cycle tests November 2008 49

11. Appendix C Sample sign surveying sheet SIGN SURVEY Name Date OS Ref Site ID Location Post type / number Direction Sign type Fixing Sides Sign contents Miles Route number (national / regional) Symbols (ped / cyc / horse) X height Comments Photo reference 50 Signing guidance

12. Appendix D Sign surveying outcomes

52 Signing guidance Vegetation obstructing sign